A recent exchange of e-mails have lead to believe that there is still some miss-understanding about the formation of sludge in engines. Whilst the role of blow-by in the formation of sludge was discussed briefly in a previous engineering bulletin (dated 20-10-08) it is probably appropriate to briefly revisit the subject.
Taken from a site known as the Oil Bible. Just what do those numbers on an oil-can mean? What is a 10W30 and is it better for me to use a 0W30 instead. Both of the numbers refer to the viscosity of the oil, with the W standing for Winter and not weight although you will see me confuse the two later in this message. The first number is the viscosity of the oil at Zero degrees Fahrenheit (-18˚C) the second is the viscosity of the oil at 210 degrees Fahrenheit (100˚C). In other words at the temperatures that water freezes and boils.
Thousands of car owners in recent months have been hit with an expensive engine repair, one that can cost $5,000 or more. Numerous late-model piston engines from many manufacturers have suffered from failures due to oil sludge contamination. These problems happen when fine engine oil passages become clogged with sludge, and often result in catastrophic failure of the engine.
This is in response to your quest for a more scientific explanation of what a “stabilized chlorinated paraffin” really is. Whilst the name “stabilized chlorinated paraffin” was an accurate description of the earlier generation of chlorinated paraffin based engine treatments, it is not accurate for the X-1R Engine Treatment. The critical Extreme Pressure (EP) component for our product is a “stable chlorinated paraffin.” The following historical comments will shed some light on what this difference in wording means.
TESTING PROCEDURE IN MEDIUM SPEED DIESEL ENGINES AND THE NEED TO CREATE ELASTO-HYDRODYNAMIC AND EXTREME PRESSURE INTERNAL REGIME TO FACILITATE THE CREATION IRON CHLORIDE
Recently we have encountered an engineering problem during a live test of a large output capacity diesel fired electricity generator. The engine in question was a medium speed type with a steady state of about 600 RPM. During the test there were minimal improvements in the fuel economy after the treatment with X-1R engine treatment. This has given cause for concern as we have routinely gained a minimum of 5% improvement, with 11% being more typical when the engine treatment is used with a fuel treatment. There are a number of reasons why this may have occurred and thus this short memorandum is an attempt to help you all avoid some of the potential problems.
Cetane Number – The cetane number of a diesel fuel is a rating on a scale used to indicate how quickly a fuel will ignite in a diesel engine. It is a figure of merit for diesel fuel just as the octane number is a figure of merit for gasoline burned in spark ignition engines. A diesel engine run on a fuel with a lower cetane number than it was designed for will be harder to start, noisier, operate roughly and have higher emissions.
A number of questions have come my way regarding the increase in the “life” of oil after the use of X-1R. In most cases the oil change interval can be dramatically increased but it is not safe to ignore the manufacturers oil change recommendations unless you can analyse the oil, this is also known as Oil Trending. This then begs the question, “how do you trend oil?”. As is so often the case, the question is simple but the answer is not! Here’s a shot anyway.